Brake



L. AMBROSE Dec. 23, 1941.

BRAKE Filed April 3, 1939 4 Sheets-Sheet 1 Lav/.5 Anna/e055.

WITNESS.

ATTORNEY.

L. AMBROSE Dec. 23, 1941.

BRAK E Filed April 3, 1959 4 Sheets-Sheet 2' INVENTOR.

ATTORNEY.

Dec. 23, 1941. AMBROSE 2,266,728

' BRAKE Filed April 3, 1939 4 Sheqts-Sheet 5 A 00/5 Ana/e055.

INVENTOR.

I ATTORNEY. I

L. AMBROSE Dec. 23, 1941.

BRAKE Filed April 3, 1939 4 Sheets-Sheet 4 IN VENTOR. '94

ATTORNEY 400/: AME/Q0515.

Patented Dec. 23, 1941 Louis Ambrose, New York, N. Y., assignor, by direct and mesne assignments, of one-third to Aldo M. Franchi, New York, one-third to John J. Seroska, Woodside, Long Island, and onethird to Anthony V. Stone, Jackson Heights,

Application Aim! 3, 1939, Serial No. 265,824

2 Claims. (01.188-152) This invention pertains to brakes and in particular to a classification of brakes wherein the entire brake band engages the inner surface of the drum by applying force ina single direction and which brake is non-lockinguntil after a predetermined amount of force. has been applied thereto to overcome a resilient means intermediate the ends of the complemental brake shoes.

Heretofore, it has been the practice to utilize a brake which was so constructedthat when the force was applied to move the brake band against the drum there was little, if any, resiliency permitted once the brake band engaged the drum.

Theresiliency ordinarily afforded depended largely on the operatin flt of the rigid mechanical parts or possibly on the compressibility of fluids in the fluid type of brake operator which, for example, may be 011. The compressibility of fluids is very slight, if any, and in most cases can be considered negligible since the resiliency dependent on fluid alone was insufliclent to afford a desirable degree of nicety in brake application.

The present invention afl'ords a full-floating brake which is non-locking until after an amount of force is applied, which force is usually'of such a degree that under normal operation, depending on the type of vehicle on which the brake is used, the wheels or traction part will not skid. This is advantageous since it is realized that once the moving part, such as the wheel of the vehicle skids, the eifectiveness of the brake is lost since the rotating part, once it is locked constitutes a skid rather than a restrained revolving member.

It is an,object of this invention to provide a Fig. 3 is an enlarged'sectionalized side view taken substantially on lines 3-4 of Fig. 2.

Fig. 4 is an enlarged 'sectionalized side view taken substantially on lines H of Fig. 2.

Fig. 5 is a side view of mechanical and fluid connections to apply operating force to the brake. I

Fig. 6 is a side view of a portion of; a modification.

Fig. 7 is a top view taken on line 1-1 of Fig. 6.

Fig. 81s a side view of a modification of the means for mechanically applying braking force. Fig. 9 is a modification of Fig. 8 showing a fluid means for applying braking force.

Fig. 10 is a side view partially in section representing a method of applying fluid braking force.

Fig. 11 is a side elevation as viewed from the right in Fig. 10 with the brake drum broken away or removed.

Fig. 12 is a side view representing a partial modification of Fig. 10 to include a mechanical operation of the brake. I.

Fig. 13 is a partial modification of the fluid or hydraulic brake operating means.

Referring to the drawings and more particu-' larly to Figs. 1 and 2, the bracket I4 is mounted integrally with a hub I5 having a boss I. on one side and a flange II on the other side. The bracket is mounted on a shaft (not shown) which goes into the opening 18. The brake drum I! has mounted on the inside thereof a brake shoe 20 which is in reality composed of two brake shoe segments 2| and 22 which are pivoted by having a notch 23 or female member that cooperates with a pivot 24.

resilient brake which is non-locking until after a pre-determined amount of force has been applied, which force is slightly less than that required to cause a rotating member, such as a wheel,toskid. Y

A further object is to provide a brake which utilizes force applied to one end of the brake slice, the opposing end of the brake shoe being substantially laterally slidable. H

A further object ofthe invention is to provide a pair of hinged brake shoes which utilize a resilient means to retard brake locking.

A still further object is to provide a full-floating non-locking brake.

Further and other objects may be and may become apparent to those skilled in the art from a perusal of the following specification and the subjoinedclaims.

In the drawings: Fig. 1 represents a side view partially in section showing the general layout of the various parts.

Fig. 2 is a view partially in section taken substantially along line 22 of Fig. 1.

A shoe cam 25 has two parts which are pivoted I on the bracket it having a pin 26 with a notch 21 therein. The notch 21 may be turned to move the shoe cam which iscomposed of two parts 28 and 29. Each of the shoe cam portions being on opposite sides of the shoe pivot 24 and its female member notch 23, so that the pivot and its coopcrating notch will not slip from their cooperative position.- The shoe cam segments 20 and 280perate together-so that when the screw 28 is turned the shoe cam 25 will be moveable from a position shown dotted as 20 to the position shown slottedas II.

This adjustment not only holds the shoe pivot in cooperative relation but also maybe used to urge the shoe carrying the brake lining 22 against the brake drum is as a means of adjustment to centralize the .brake shoe segments in cam mounting. The housing 34 has a clamp member 35 with flanges 36 which grip the shoulder 31 which shoulder is mounted on the housing 34. It will be noted that there is a space between the shoulder 31 and the face 38 of the clamp 35. v

A spring such as 63 in Fig. 3 is in the housing 34 and tends to urge the face 38 of the clamp away from the shoulder 31. A bellows 40 has one end thereof mounted on the underneath side of the housing 34, which bellows expands and contracts depending on the fluid pressure which is forced therein against the action of the springs 4| which springs connect with slots 42 on the brake shoe segments and the bracket |4 tending to pull the brake shoe segments away from the drum, The brake shoe segment 2| is slidably mounted between the flanges 43 which flanges are an integral part of the clamp 35.

By referring to Fig. 3 which is an enlarged view of part of the construction shown in Fig. 1, taken in conjunction with Fig. 1, it will be seen that a rocker arm 44 has a threaded portion 45 into which an adjustment member 46 is threaded. A locking spring 41 is on the inside of the adjustment member 46 and tends to urge the adjustment member away from the rocker arm housing 48. I

This locking spring tendsto create friction on the threads of the adjustment member so that once the adjustment member is set by turning same by the application of a small tool or other means which fits in the holes 49, the adjustment member tends to remain in a fixed position. A

rocker arm pivot 50 is attached to the back of the rocker arm which is movably mounted in an indenture 5| which indenture is in a valve 52 located in the bellows.

An indenture 53 on the front of the adjustment member engages a rounded portion 54 of the shoe segment 22. The rocker arm 44 is pivotally mounted on the bracket It. A connecting lever 55 is connected by the pin 56 to any conventional mechanical operating means such as a brake rod. The connecting link has a camming member 51 securely connected thereto which moves in a slot 58 so that the movement of the connecting link 55 will cause the camming member 51 to urge the rocker arm 44 in a downward position.

The bellows 40 is threadedly connected into the housing 34 at 59. An aperture 68 is an entrance for the fluid which moves into the aperture 60, then into the passage against the valve 52 which valve is moved from its seat by the pressure of the fluid, then moves into the bellows causing said bellows to expand when the fluid pressure is suflicient to cause operation thereof.

It will, therefore, be seen that when the fluid pressure is sufllcient, the bellows will expand causing the valve 52 to press against the rocker arm pivot 50, moving the rocker arm 44 so-that the adjustment member 46 engages the pivot 54 of the brake shoe segment 22. In operation the pressure on the segment 22-will also put pressure on the segment 2| causing the end of the brake shoe 2| to move along the clamp member 35, of the housing 34, so that the lining 22 will engage the' brake drum.

Simultaneously therewith both of the brake shoe segments will be so urged that they will properly align themselves against the inner surface of the brake drum so that a continued pressure on the pivot 54 of the segment 22 will cause a relatively even distribution of the pressure so that the drum will be gripped relatively evenly.

The spring 63 and the housing 34 is strong enough to prevent the shoulder 31 from engaging the face 38 of the clamp 35 under normal conditions. However,'under abnormal conditions of an extremely heavy pressure from the bellows the shoulder 31 will engage the face 38 of the clamp 35. The purpose of the spring 63 is to prevent the brakes from locking under normal conditions. It will be realized that the degree of tension of the spring will control the resiliency of the non-locking feature. The connecting link 55 may be operated individually as a purely mechanical brake to urge the rocker arm 44 against the pivot 54 of the segment 22.

While it is now shown herein, it is to be understood that the mechanical and the hydraulic features may, be combined by any conventional method generally known to the man skilled in the art.

Fig. 4 is a somewhat enlarged view of the shoe cam 25 showing how the shoe cam engages the under surface of one of the two shoe segments to adjust the segment in relation to the brake drum. It is pointed out that the bracket 14 is not in the same plane with .the shoe cam 25 as discussed relative to Fig. 2.

The view in Fig. 5 shows the fluid entrance tube 64 and the connecting link 55. The screw 26 which is the pivot for the shoe cam 25 is shown protruding through the two covering sections 65 and 69. Clamps 61 and 68 engage cover sections 65 and 69 respectively and have springs 66 therebetween to hold the cover in place. The connecting link 55 shown in Fig. 2 is connected to the camming member 5'! by means of the shaft 18. The pin 1| goes into the shaft it to connect the camming member 5'! thereto and prevent same from movement when the mechanical brake is applied.

Referring to Figs. 6 and 7 we note a modification for the mechanicalapplication of the brakes. A plate mounting I2 is fixed by screws H! to the bracket I4. A camming member 73 is mounted on a stud 74 which stud is a unit for an extension '55 with an adjustment screw 18 through the head of which adjustment screw engages a stop pin H to restrict the rearward movement of said adv justment screw 16. A flexible cable 18 moves in a sheath N which cable is attached to the screw '56. A pin is aflixed to one end of the segment 22. The stud moves in a slot 8| in response to the movement of a flexible cable so that when the cable 18 is moved in the direction of the arrow X the stud and its camming member 73 will be urged against the pin 80 and will slide against said pin into the underneath surface 82 of the mounting l2. It will, therefore, be seen that by this simple mechanical method a camming surface will cause the brake to be applied by a movement of the segments 22 and 2| in conjunction with the mechanism provided at the brake shoe end 62, which mechansm has been previously explained.

Fig. 8 has a mounting 12 similar to that in Fig. 6 which mounting has a camming member 83 which engages pin 86 which is afllxed to the end of the segment 22. An adjustment stud 84 is threadedly mounted in the camming member 83 and engages a cam 85 which cam is connected through the stud 86 to the connectng link Bl and the brake rod 88. The face 89 of the mounting 12 will engage the top of the camming member 83 and permit said camming member to slide against said face. A slot 90 has a pin 9I which positions the camming member on the bracket I4.

In this arrangement it will be seen that an application of force'in the direction of the arrow Y will cause the cam 85 to impinge the head of the stud 84 so that the camming member 83 Will engage the pin 80 and cause the brake segments to be operated toward the inner surface of the brake drum. A further modification is shown in Fig. 9 wherein the mounting I2 is fixed by pins I2 to the bracket I4. A camming member 92 will operate on the underneath surface 89 of the mounting I2 and engage the pin 80 which is connected to the segment 22. An aperturefor fluid 93 enters a chamber 94 which has a piston 95 therein, which chamber 94 is .closed by a cap 96. When the fluid enters the chamber 94 the piston is moved away from the aperture 93 which causes the member 92 to operate against the face 89 of the mounting I2 and ride with its camming face against the pin 80 so that the segment 22 is moved to actuate the brake.

The showing in Figs. 10, 11 and 12 indicate a housing 91 with a fluid passage 98. The inside of the housing has a bellows 99 and an adjustment member similar to 46 which is connected to the housing I00. A rounded member IOI engages one side ofthe bellows while the rounded head of the stud 46 engages the opposing side of the bellows which member 46 is substantially stationary.

In operation when the fluid moves through the passage 98 intermediate the members I02 and I03 of the bellows the fluid pressure will cause the segment 22 to be forced away from the member 46 to cause application of the brake.

The view in Fig. 11 shows the part IOI which engages the diaphragm I03 of the bellows. The diaphragm may be of any resilient material such as rubber or flexible metal either of which may be used depending on the accomplishment desired in the particular construction.

Fig. 12 is somewhat similar to Fig. 10 using the underneath surface of the housing as a stop I04 which engages a face I05 on a rocker arm I06. The rocker arm I06 is attached to a connecting link I01 shown dotted.

In this case application on the brake rod in the direction Y will cause the rocker arm to move away from the camming face I04 of the housing I08 so that the adjustment member I09 which is similar in operation to 46 will cause the diaphragms I 02 and I03 to engage each other so that direct mechanical pressure can be applied to the portion IOI connected to the segment 22. A stop pin or stud H0 is connected onto the bracket I4 to restrict the rearward movement of the connecting link I 01. The view shown in Fig. 13 is a substitution for the bellows and is in fact a spherical rubber member III (also shown dotted, as when fully expanded and the parts I09 and IOI are sufliciently spaced one from the other) which has theparts IM and I09 on opposing sides of the rubber ball III. The rubber ball III may supplant the bellows 99 and will fit into any suitable housing which may in fact be similar to the housing 91 shown in Fig. 12.

From the foregoing it will be seen that the in- 'vention is a full floating brake which has resilient means to prevent locking under normal operation. The various operations indicate the flexibility of the inventionand its general application which may be used in conjunction with any rotating parts such as wheels of automobiles or airplanes on which a nicety of adjustment will afford a non-locking brake to prevent airplanes in particular from skidding, which may result in the air plane tipping up on its nose and causing damage thereto.

While the present invention shows certain modifications which may be comprehended from a perusal of the present invention it is to be understood that various equivalent parts may be utilized to supplement those indicated herein.

In my co-pending application Serial No. 337,189, filed May 25, 1940, filed as a continuation in part of my present application, I have also disclosed the subject matter of the latter and it is in my said co-pending application that I have elected to claim generic subject matter common to the two applications and in addition to claim therein specifically species subject matter excepting the species disclosed in Figures 6, 7, 8 and 9,

the latter species being claimed in my present application.

While specific details of the apparatus and system of operation is presented herewith the invention is not confined thereto as changes and alterations may be and may become apparent to those skilled in the art without departing from the spirit thereof as defined by the appended claims.

Having thus described the invention, which I claim as new and desire to secure by Letters Patent of the United States is: v

1. In afull floating brake of the class described comprising a brake drum and a pair of complemental brake shoe segments within said brake drum, a bracket for supporting said brake shoe segments, 'a mounting fixedly connected to said bracket, means connecting said mounting to one end of one of said brake shoe segments, pin means forming a cam follower and mounted on one end of the other of said brake shoe segment, camming means intermediate said mounting and said pin means and having a cam contour coacting with said cam follower pin means and means for causing movement of said camming means to change the relationship between said cam contour and said cam follower pin means, thereby to operate said brake.

2. A brake construction comprising a brake drum having therein an expansible brake shoe, 9. part relative to which the brake drum is rotatable, said part carrying a-support, a rest for one end of said brake shoe, means mounting said rest on said support for limited movement toward or away from said support and resilient means urging said rest in a direction generally opposed to the direction of thrust of said brake shoe end on said rest, and actuating means carried by said part for exerting a force on the other end of said brake shoe, said actuating means comprising a mechanical system including a movable cam member having means mounting it movably from said part; said last-mentioned mounting means comprising means forguiding said cam member when moved to change its camming effect in a direction toward said other end of said brake shoe,

I said other end of said brake shoe and said cam member having means interposed therebetween for converting the changing cam eflect of said movable cam member into a thrust upon said other end of said brake shoe.

' LOUIS AMBROSE. 

